WO2018101938A1 - Discontinuités latérales ayant des épaisseurs augmentant de l'épaulement au centre de la bande de roulement de pneu - Google Patents

Discontinuités latérales ayant des épaisseurs augmentant de l'épaulement au centre de la bande de roulement de pneu Download PDF

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Publication number
WO2018101938A1
WO2018101938A1 PCT/US2016/064268 US2016064268W WO2018101938A1 WO 2018101938 A1 WO2018101938 A1 WO 2018101938A1 US 2016064268 W US2016064268 W US 2016064268W WO 2018101938 A1 WO2018101938 A1 WO 2018101938A1
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WO
WIPO (PCT)
Prior art keywords
tread
lateral
thickness
pair
ribs
Prior art date
Application number
PCT/US2016/064268
Other languages
English (en)
Inventor
Mark Collett
John Limroth
Original Assignee
Compagnie Generale Des Etablissements Michelin
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Compagnie Generale Des Etablissements Michelin filed Critical Compagnie Generale Des Etablissements Michelin
Priority to PCT/US2016/064268 priority Critical patent/WO2018101938A1/fr
Priority to EP17817573.3A priority patent/EP3548310A1/fr
Priority to US16/465,413 priority patent/US20200001656A1/en
Priority to CN201780085158.5A priority patent/CN110290935A/zh
Priority to PCT/US2017/063997 priority patent/WO2018102576A1/fr
Publication of WO2018101938A1 publication Critical patent/WO2018101938A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C11/1218—Three-dimensional shape with regard to depth and extending direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0306—Patterns comprising block rows or discontinuous ribs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0327—Tread patterns characterised by special properties of the tread pattern
    • B60C11/0332—Tread patterns characterised by special properties of the tread pattern by the footprint-ground contacting area of the tyre tread
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/11—Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1272—Width of the sipe
    • B60C11/1281—Width of the sipe different within the same sipe, i.e. enlarged width portion at sipe bottom or along its length
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
    • B60C2011/0365—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1209—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe straight at the tread surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1272—Width of the sipe
    • B60C2011/1277—Width of the sipe being narrow, i.e. less than 0.3 mm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1272—Width of the sipe
    • B60C2011/1286—Width of the sipe being different from sipe to sipe

Definitions

  • This disclosure relates generally to tire treads, and more particularly, to tire treads having a plurality of tread elements with lateral discontinuities arranged there between.
  • Tread wear mostly occurs when the portion of tread in contact with a ground surface exits this contact during tire rolling operation. This wear occurs as a result of slip occurring between the tread and the ground surface as the tread exits contact, which arises due to two phenomena acting concurrently. Particularly, this slip occurs due to the combination of maximum shear strain and a reduction of radial pressure to zero occurring at the trailing edge of tire contact, as the tread exits contact with the ground surface.
  • the wear profile of any tire generally relates the wear amongst all the ribs arranged across the width of the tire tread, where a rib is an arrangement of one or more tread elements extending the full length of the tire tread, and when installed on the tire, each rib extends annularly around the tread.
  • a rib is an arrangement of one or more tread elements extending the full length of the tire tread, and when installed on the tire, each rib extends annularly around the tread.
  • the rib-to-rib wear wear impacted by the two phenomena discussed above, the variation in wear between ribs is also impacted by the different radii along which the various ribs extend, as the lateral profile of most tires is not flat but rather is rounded.
  • a flatter lateral profile generates less variation in wear from rib-to-rib
  • a rounder lateral profile generates more variation wear from rib-to-rib.
  • Common mechanisms for controlling the variation in wear across the different ribs of the tread include: (1) altering the tread element (block) lengths based upon rib location between a shoulder location and the center of the tread width, and (2) altering the length or radius of any rib based upon rib location between a shoulder location and the center of the tread width.
  • Embodiments include a tire tread comprising a tread length extending in a longitudinal direction, a tread width extending in a lateral direction, a tread thickness extending in a depthwise direction from an outer, ground-engaging side of the tread, each of the longitudinal direction, the lateral direction, and the depthwise direction being perpendicular to one another.
  • the tread width extends between a pair of opposing sides of the tread each arranged at a widthwise extent of the outer, ground-engaging side, and a longitudinal centerline extending in the tread length in the longitudinal direction midway across the tread width.
  • the tire tread further includes a plurality of tread elements and a plurality of lateral discontinuities arranged along the tread width and tread length, each of the plurality of tread elements being spaced apart by one of the plurality of lateral discontinuities.
  • the tread width is divided into a plurality of regions, the plurality of regions including: (1) a pair of outermost regions, each outermost region being arranged closest to one of the pair of opposing lateral sides of the tread, and (2) at least one centermost region is arranged closest to the longitudinal centerline of the tread.
  • Each of the lateral discontinuities have a thickness, the thickness being defined by opposing faces of the tire tread, each face extending laterally and depthwise into the tread thickness with each corresponding lateral discontinuity.
  • the thickness of one or more of the lateral discontinuities arranged in each region of the pair of outermost regions is smaller than the thickness of one or more of the lateral discontinuities arranged in the centermost region.
  • FIG. 1A is a top view of a tire tread, and a segment of the tire tread, where the thickness of lateral discontinuities become greater when moving from shoulder ribs to the center rib.
  • FIG. IB is a sectional view of the tread shown in FIG. 1A, showing the tread width and thickness.
  • FIG. 2 is a sectional side view of a lateral discontinuity arranged within a shoulder rib, taken along line 2-2 in FIG. 1A.
  • FIG. 3 is a sectional side view of a lateral discontinuity arranged within an intermediate rib, taken along line 3-3 in FIG. 1A.
  • FIG. 4 is a sectional side view of a lateral discontinuity arranged within a center rib, taken along line 4-4 in FIG. 1A.
  • FIG. 5 is a sectional side view of an alternative embodiment of the tire tread shown in FIGS. 2-4, showing a lateral discontinuity extending linearly into the tread depth biased to the direction of the tread thickness.
  • FIG. 6 is a sectional side view of an alternative embodiment of the tire tread shown in FIG. 5, showing a lateral discontinuity extending into the tread depth biased to the direction of the tread thickness and having a variable thickness.
  • FIG. 7 is a sectional side view of an alternative embodiment of the tire tread shown in FIG. 5, showing a lateral discontinuity extending along a non-linear path into the tread depth biased to the direction of the tread thickness.
  • FIG. 8 is a top view of an alternative embodiment to the tread shown in FIG. 2A, where a pair of central ribs are provided.
  • FIG. 9 is a top view of an alternative embodiment to the tread shown in FIG. 2A, where the tread is free of any ribs.
  • FIG. 10 is a variation of the embodiment shown in FIG. 1A, where lateral discontinuities in each shoulder region and rib form lateral grooves and lateral sipes.
  • FIG. 11 is a top view of a lateral discontinuity arranged between a pair of tread elements, where three voids are arranged along the length of the lateral discontinuity.
  • FIG. 12 is a side view of a lateral discontinuity arranged between a pair of tread elements, where a submerged void is arranged at the terminal end of the lateral discontinuity within the tread thickness.
  • this new technique may be used with any tread design to improve more consistent wear performance across the width of the tire tread.
  • a tire tread includes a tread length extending in a longitudinal direction, a tread width extending in a lateral direction, a tread thickness extending in a depthwise direction, each of the longitudinal direction, the lateral direction, and the depthwise direction being perpendicular to one another.
  • the tread width extends between a pair of opposing sides of the tread. Each of the pair of sides are also referred to as a lateral side of the tread.
  • Each of the pair of opposing sides is arranged at the widthwise extent of the outer, ground-engaging side of the tread, which extends along a lateral profile to each of opposing widthwise extents until reaching a portion of the tread that begins to extend down each opposing sidewall of the tire.
  • the width of the tread connotes the widthwise extent of the outer, ground-engaging side and not the full widthwise extend of the tread material, which extends beyond the lateral profile of the outer, ground-engaging side and down the sidewalls of the tire.
  • the tire tread also includes a widthwise centerline extending in the direction of the tread length, or, in other words, in the longitudinal direction of the tire tread, midway across the tread width between the pair of opposing sides.
  • the tire tread also includes a plurality of tread elements, which are also referred to as tread blocks. These tread elements are separated by a plurality of discontinuities, which may form any combination of grooves and sipes. Stated differently, each tread element is defined by any combination of one or more discontinuities and any lateral side edge of the tire tread. For example, an interior tread element spaced lateral inward from a lateral side of the tread may be bounded by four (4) discontinuities, such as a pair of spaced apart longitudinal grooves each extending in the longitudinal direction of the tread length and a pair of spaced apart lateral discontinuities extending at least partially in a direction of the tread width.
  • a tread element arranged along a lateral side of the tire tread which is referred to as a shoulder tread element, may be bounded by a lateral side edge of the tread, a longitudinal groove, and a pair of spaced apart lateral discontinuities.
  • a lateral discontinuity, for any tread, may form a groove or sipe, where a sipe is a narrow groove or laceration.
  • tread elements may be arranged in any manner along the tread, and may be submerged below the outer, ground-engaging side of the tread when at least partially formed by submerged discontinuities.
  • the tread elements are arranged without using any longitudinal grooves extending in the longitudinal direction (that is, the direction of the tread length), such that plurality of tread elements are not arranged adjacently (side-by-side) in a longitudinal direction of the tread to form one or more ribs.
  • a plurality of tread elements are arranged adjacently (side-by- side) in a longitudinal direction of the tread to form one or more ribs and which are bounded by a longitudinal groove.
  • Adjacent tread elements are separated by a lateral discontinuity.
  • the plurality of tread elements forming a rib may be described as forming an array of tread elements along the length of the corresponding rib.
  • a rib commonly extends a full length of the tread, but could, in certain instances, extend less than the full length of the tire tread. While one or more ribs may be provided, in particular instances, the tire tread includes a plurality of ribs extending in the longitudinal direction of the tire tread.
  • a lateral discontinuity has a length extending at least partially in the lateral direction of the tire tread. When extending partially in the lateral direction, the length also extends partially in the longitudinal direction of the tread, whereby the length can be described as being biased relative to the lateral direction. When not extending partially in the lateral direction, the lateral discontinuity length extends in the lateral direction of the tread.
  • the lateral discontinuity also has a depthwise extension extending into the tread thickness at least partially in the direction of the tread thickness away from the outer, ground-engaging side. The depthwise extension extends perpendicular to the lateral discontinuity length.
  • the depthwise extension extends partially in the direction of the tread thickness
  • the depthwise extension also extends partially in the longitudinal direction of the tread, where the depthwise extension can be described as being biased relative to the direction of the tread thickness.
  • the depthwise extension of the lateral discontinuity extends in the direction of the tread thickness.
  • each lateral discontinuity has a thickness (also referred to as a width). The thickness extends in a direction perpendicular to the length and depthwise extension of the lateral discontinuity.
  • a lateral discontinuity has a zero thickness, that is, when the lateral discontinuity forms a sipe comprising a laceration. Otherwise, when the lateral discontinuity has a non-zero thickness, it is either a sipe that forms a narrow groove or a lateral groove having a thickness greater than the width of the narrow groove otherwise forming a sipe.
  • the sipe has a width such that the sipe is configured to articulate between an open configuration and a closed configuration as the tire rotates during tire operation.
  • a sipe can be described as having a width equal to or less than 1.4 mm or equal to or less than 1.0 mm, and as low as zero (0).
  • any lateral discontinuity may extend along any linear or non-linear path.
  • the depthwise extension for any lateral discontinuity may extend along any linear or non-linear path.
  • the thickness for any of the lateral discontinuity has a thickness extending perpendicular to both the depthwise extension and length of the lateral discontinuity. The thickness may be constant, or variable, as each lateral discontinuity extends along the depthwise extension and along the length of the lateral discontinuity.
  • the lateral discontinuities may extend into the tread thickness from the outer, ground-engaging side of the tread or, when the lateral discontinuity is a submerged lateral discontinuity, extends into the tread thickness from below the outer, ground-engaging side of the tread.
  • the lateral discontinuity becomes exposed to the outer, ground-engaging side after a thickness of the tread arranged between the outer, ground-engaging side and the submerged lateral discontinuity is removed, such as due to wear, for example.
  • the tread width can be described as being divided into different widthwise regions.
  • the tread is parsed into having at least a pair of shoulder regions and a center region.
  • Each of these regions extend across a portion of the tread width and along the length of the tread, that is, the full length of the tread.
  • the width of these regions can be associated to the tread width by percentage.
  • each of the center and shoulder regions form l/3 rd of the tread width.
  • the width of the center region is 15% to 30% of the tread width, while the width of each shoulder region is 35% to 42.5% of the tread width.
  • the width of the shoulder region is 20% to 35% of the tread width, and the width of the center region is 30% to 60% the tread width.
  • an intermediate region may be arranged between any shoulder region and the center region, with the understanding that if an intermediate region is located between the center region and any shoulder region, a second intermediate region may or may not be arranged between the center region and the other shoulder region.
  • the width of any intermediate region can be equal to any percentage of the tread width, but in certain instances, could be equal to 2% to 5% of the of the tread width or 20% to 70% of the tread width, where these percentages contemplate the tire tread having one or two intermediate regions.
  • the shoulder region is 30% greater than the center region and/or each of the shoulder and center regions are equal to or greater than 20 mm.
  • a tire tread includes a plurality of ribs
  • the plurality of ribs are spaced apart laterally, that is, in the direction of the tread width, where a longitudinal groove is arranged between adjacent ribs.
  • a longitudinal groove extends primarily in the direction of the tread length, and may extend along a path that extends continuously in the direction of the tread length or may also extend partially in the lateral direction at any location along the longitudinal groove length as desired.
  • the plurality of ribs includes a pair of outermost ribs, each rib of the pair of outermost ribs being arranged closest to one of the pair of opposing lateral sides of the tread of the plurality of ribs. These outermost ribs are each referred to as a shoulder rib.
  • the plurality of ribs also includes at least one centermost rib being arranged closest to the longitudinal centerline of the tread of the plurality of ribs.
  • the tire tread may have a single central rib (centermost rib) or a plurality of central ribs (centermost ribs).
  • at least one centermost rib forms a single central rib arranged closest to the widthwise centerline.
  • This single central rib may be arranged along the centerline.
  • This single central rib may be arranged in any relation to the centerline, such as being centered or offset from the centerline, for example.
  • at least one centermost rib may form a pair of central ribs arranged on laterally opposing sides of the centerline.
  • the pair one may be arranged along (coincident with) the centerline and the other spaced apart from the centerline by a short distance to remain close or near the centerline. In other instances, each of the pair is spaced apart from the centerline.
  • one or each of the pair of outermost ribs and the one or more centermost rib is arranged one or more intermediate ribs.
  • the plurality of ribs arranged along a tire tread include at least three ribs (a pair of shoulder ribs and a center rib) but may include any additional quantity of ribs.
  • each rib may have any desired width, although in certain instances, the width of teach rib is at least 20 mm and/or each shoulder rib is between 20 and 40% greater than the corresponding center rib. It is also appreciated that, in certain embodiments, the pair of shoulder ribs, the center rib, and any optional intermediate ribs are arranged within a corresponding region discussed above, where any shoulder rib is arranged within the shoulder region, any center rib is arranged within the center region, and any intermediate rib present is arranged within an intermediate region. It is appreciated that any intermediate region may include one or more intermediate ribs, any center region may include one or more center ribs, and any shoulder region may include one or more shoulder ribs.
  • the thickness of at least one lateral discontinuity in each shoulder region is less than the thickness of at least one tread element located in any central region, and when any intermediate region is optionally present, the thickness of at least one tread element within any intermediate region is less than the thickness of the at least one tread element in the central region and greater than the thickness of the at least one tread element in each shoulder region.
  • the thickness of at least one lateral discontinuity in each of the shoulder ribs is less than the thickness of at least one lateral discontinuity in each central rib, and when any intermediate ribs are optionally present, the thickness of at least one lateral discontinuity in an intermediate rib is less than the thickness of at least one lateral discontinuity in a central rib and greater than the thickness of the at least one lateral discontinuity in each shoulder rib.
  • These relative associations between lateral discontinuity thicknesses may be made by comparing at least one or each lateral discontinuity in each of the regions or ribs, meaning, at least one or each lateral discontinuity in each region or rib has any relative thicknesses characterized as previously noted, or the thickness associations are made with regard to an average lateral discontinuity thickness determined for each region or rib, or any lengthwise portion of each, whether or not the prior tread element thickness characterizations are made with regard to these determined average thicknesses.
  • Determining the thickness of any lateral discontinuity may be accomplished in a variety of ways.
  • the thickness of any lateral discontinuity is measured in a direction perpendicular to the sipe length, or a centerline extending along the length of the path, and perpendicular to the direction of the tread thickness, or to the depth wise path along which the depth wise extension of the lateral discontinuity extends.
  • This depth wise path extends the full depth of the lateral discontinuity at a location halfway between each of the opposing faces of the tread forming the thickness of the lateral discontinuity.
  • the thickness In measuring the thickness of a lateral discontinuity, the thickness extends from one opposing face and across the thickness of the lateral discontinuity and to the other opposing face.
  • any one or more voids may be arranged along the length or depthwise extent of a lateral discontinuity, where any such void has a thickness greater than the thickness of the lateral discontinuity. Accordingly, it is stressed that the thickness measurement is not measured from any void arranged along any lateral discontinuity. Instead, the tread element thickness is measured from each opposing face associated with the lateral discontinuity. In other words, the thickness is measured from each face associated with the lateral discontinuity, and not along any void extending from any face along the lateral discontinuity. It is appreciated that, for any lateral discontinuity, the thickness of the lateral discontinuity may remain constant or vary across the width and/or depth of the lateral discontinuity.
  • any such thickness may form any thickness measured along the depthwise extension of the lateral discontinuity and taken at any location along the length of the lateral discontinuity, or the thickness may be an average thickness determined for each such lateral discontinuity.
  • an average lateral discontinuity thickness may be determined for each region, and the relative average lateral discontinuity thicknesses provided amongst the shoulder and center regions, and if present, each intermediate region.
  • the thickness of a lateral discontinuity taken at any location along the depthwise extension thereof in a shoulder region is less than the thickness of a lateral discontinuity taken at any location along the depthwise extension thereof in a center region, and when present, the thickness of a lateral discontinuity taken at any location along the depthwise extension thereof in an intermediate region is less than the thickness of the lateral discontinuity in the center region and greater than the thickness of the lateral discontinuity in the shoulder region.
  • the lateral discontinuity thickness in the shoulder region is 0.13 mm
  • the lateral discontinuity thickness in the intermediate region is 0.4 mm
  • the lateral discontinuity thickness in the center region is 0.6 mm.
  • the thickness of at least one lateral discontinuity in each shoulder region is 0 to 0.3 mm and the thickness of at least one lateral discontinuity in the center region is 0.3 to 0.8 mm or more in other variations.
  • the thickness of at least one lateral discontinuity in each shoulder region is 0 to 0.2 mm
  • the thickness of at least one lateral discontinuity in the center region is 0.2 to 0.4 mm or 0.4 to 0.8 mm
  • the thickness of at least one lateral discontinuity in any intermediate regions is 0.4 to 0.8 mm or more in other variations. It is appreciated that the relative association between lateral discontinuities in different regions and the thicknesses thereof may be made by relating lateral discontinuities located at the same or different longitudinal locations around the tire.
  • the lateral discontinuities in different regions whose thicknesses are being related are located at the same longitudinal location of the tire tread, where at the longitudinal location, which extends across the tread width, a corresponding lateral discontinuity located in a shoulder and central region, and when present, in an intermediate region, are associated and characterized as having the relative thickness associations described herein.
  • association between lateral discontinuity thicknesses within the different regions may occur within a specific range of longitudinal locations. In particular instances, this is accomplished within a segment of the tire tread.
  • a segment of the tread can be described as a portion of the tire tread that extends for a specified length less than the full length of the tread, and while each segment may form a partial length of the tread, each segment extends the full width of the tread.
  • the tread pattern that is, the arrangement of voids along the outer, ground- engaging side, repeats, where each segment forms a repeating portion of the tread pattern or more generally of the tread, although minor variations may occur between segments, such as to slightly increase or decrease the size of certain features to improve noise performance.
  • the tread is comprised of multiple segments that may or may not be the same.
  • a tire tread may be formed of 20 to upwards of 80 segments.
  • the lateral discontinuities related by the different thicknesses are arranged to be concurrently arranged within a tire footprint during tire operation.
  • a tire footprint is the area of contact between a tire, and more specifically, the tire tread and a ground surface. It is the outer, ground-engaging side of the tire tread that contacts the ground.
  • the related lateral discontinuities are located in the direction of the tread length 0 to 20% of the footprint length, where the footprint length is measured in the direction of the tread length.
  • any such thickness may form any thickness measured along the depthwise extension of the lateral discontinuity and taken at any location along the length of the lateral discontinuity, or the thicknesses may be an average thickness determined for each such lateral discontinuity. In other instances, an average lateral discontinuity thickness may be determined for each rib, and the average lateral discontinuity thicknesses are relatively provided between shoulder, intermediate, and center ribs.
  • the thickness of a lateral discontinuity taken at any location along the depthwise extension thereof in a shoulder rib is less than the width of a lateral discontinuity taken at any location along the depthwise extension thereof in a center rib, and when present, the thickness of a lateral discontinuity taken at any location along the depthwise extension thereof in an intermediate rib is less than the thickness of the lateral discontinuity in the center rib and greater than the thickness of the lateral discontinuity in the shoulder rib.
  • the lateral discontinuity thickness in the shoulder rib is 0.13 mm
  • the lateral discontinuity thickness in the intermediate rib is 0.4 mm
  • the lateral discontinuity thickness in the center rib is 0.6 mm.
  • the thickness of at least one lateral discontinuity in each shoulder rib is 0 to 0.3 mm and the thickness of at least one lateral discontinuity in each center rib is 0.3 to 0.8 mm or more in other variations.
  • the thickness of at least one lateral discontinuity in each shoulder rib is 0 to 0.2 mm
  • the thickness of at least one lateral discontinuity in any center rib is 0.2 to 0.4 mm or 0.4 to 0.8 mm
  • the thickness of at least one lateral discontinuity in any intermediate rib is 0.4 to 0.8 mm or more in other variations.
  • the relative association between lateral discontinuities in different ribs and the thicknesses thereof may be made by relating lateral discontinuities located at the same or different longitudinal locations around the tire.
  • the lateral discontinuities in different ribs whose thicknesses are being related are located at the same longitudinal location of the tire tread, where at the longitudinal location, which extends across the tread width, a corresponding lateral discontinuity located in a shoulder and central rib, and when present, in an intermediate rib, are associated and characterized as having the relative thickness associations described herein.
  • association between lateral discontinuity thicknesses within the different ribs may occur within a specific range of longitudinal locations In particular instances, this is accomplished within a segment of the tire tread, as described previously above.
  • the lateral discontinuities related by the different thicknesses are arranged to be concurrently arranged within a tire footprint during tire operation, as described previously.
  • this depth may be located at a zero depth, that is, at the outer, ground engaging side of the tread, or at any depth below the outer, ground-engaging side.
  • the average thickness is an average thickness as determined at any particular depth of the lateral discontinuity, where the average thickness is determined along the length of a subject lateral discontinuity. It is appreciated that the average may be determined according to any desired method. For example, in particular instances, when either or both the opposing faces extend in any direction along non-linear paths, linear regression may be employed to convert the non-linear path of any corresponding face to an associated linear path. When doing so, the average thickness for any non-linear path is determined using the associated linear path.
  • any face of the pair of opposing faces forming the lateral discontinuity thickness is characterized as extending in any direction along a non-linear path, such as using differential equations or other known techniques, including use of any modeling or analytical software program.
  • the average thickness is not quantified as an average taken at a particular depth of the tread thickness, but rather an average taken for over the full depth of the tread element. This may be accomplished using any of a variety of known techniques.
  • FIG. 1A improvements over prior art tire treads are shown, where in the exemplary tread 10, the thickness T 2 4 of the lateral discontinuities 24 in the shoulder ribs 22S are less than those in the center rib 22C and intermediate ribs 221. Further, the thickness T24 of the lateral discontinuities 24 in the intermediate ribs 221 are less than those in the center rib 22C. More generally with regard to the tread 10 in the exemplary embodiment, a segment 20 of the exemplary tread 10 is shown, the segment 20 forming a portion of the tread where the segment extends longitudinally for only a portion of the tread length L1 0 and across the tread width W1 0 between opposing lateral sides 14.
  • Tread width W1 0 is the width of the tread associated with the outer, ground- engaging side 12, and not necessarily the full tread width, which may or may not extend down towards the tire sidewall.
  • the tread 10 and tread segment 20 each include a plurality of widthwise regions of the tread, namely, a pair of shoulder regions Rs arranged at the outermost extend of tread width Wio, a center region Rc arranged closest to the tread centerline CL, and intermediate regions Ri each arranged between the center region Rc and one of the shoulder regions Rs.
  • Each region Rs, Rc, Ri includes a portion of the plurality tread elements 26 and a portion of the plurality of lateral discontinuities 24.
  • each partition between adjacent regions is arranged along longitudinal grooves 21, but it is appreciated that in other instances, it is not necessary to align these partitions at or within longitudinal grooves as the partitions may be arranged at any desired location across the tread width.
  • the tread 10 and the tread segment 20 also include a plurality of ribs 22S, 221, 22C, separated by a longitudinal groove 21.
  • each shoulder rib 22S is arranged in one of the shoulder regions Rs
  • center rib 22C is arranged in center region Rc
  • each intermediate rib 22i is arranged in one of the intermediate regions Ri.
  • Each rib includes a plurality of lateral discontinuities 24 spaced apart in the longitudinal direction of the tread (direction of tread length L1 0 ) to define tread elements (tread blocks) 26 in each rib.
  • Each tread element 26 has a length L26 measured in the direction of the tread length L1 0 .
  • all tread elements 26 in each of the ribs 22S, 221, 22C have equal lengths L26; however, in other variations, the tread element lengths may vary within a rib and/or between ribs as desired.
  • each lateral discontinuity 24 has a length L24.
  • each length L 2 4 extends linearly in the direction of the tread width Wio (that is laterally, perpendicular to the direction of both the tread length L1 0 and thickness Tio); however, in other variations, each may extend at an angle biased to the direction of the tread width and/or may extend along a non-linear path.
  • the lateral discontinuities in the shoulder regions Rs and shoulder ribs 22R are sipes, while the lateral discontinuities in the other ribs and regions are either sipes or grooves.
  • the lateral profile of the tire tread of FIG. 2A is shown, where the tread width Wio extends between the pair of opposing lateral sides 14 of the tread 10, the width forming a widthwise extent of the outer, ground- engaging side 12 of the tread 10.
  • Tread width Wio extends along a lateral profile until reaching each lateral side 14, at which point the tread 10 begins to extend down towards each opposing sidewall of the tire.
  • the tread width Wio references the widthwise extent of the outer, ground-engaging side 12 and not necessarily the full widthwise extend of the tread material, which may or may not extend beyond the lateral profile of the outer, ground-engaging side and down the sidewalls of the tire.
  • the thicknesses of the lateral discontinuities are shown, which vary between regions and ribs.
  • a lateral discontinuity 24 of a shoulder rib 22S is shown, the lateral discontinuity 24 extending depthwise into the tread thickness ⁇ 0 from an outer, ground-engaging side 12 of the tread 10, the lateral discontinuity 24 extending from a first terminal end 28A and to a second terminal end 28B within the tread thickness.
  • the lateral discontinuity 24 has a thickness T24 extending between opposing faces 30 of the tread.
  • Thickness T24 is measured perpendicular to the direction of depthwise extension of the lateral discontinuity 24, where the direction of depthwise extension, in this instance, extends in the direction of the tread thickness T1 0 (that is, perpendicular to both the direction of the tread width and the direction of tread length).
  • a lateral discontinuity 24 of an intermediate rib 221 is shown, the lateral discontinuity 24 extending depthwise into the tread thickness T1 0 from an outer, ground-engaging side 12 of the tread 10, the lateral discontinuity 24 extending from a first terminal end 28A and to a second terminal end 28B within the tread thickness.
  • the lateral discontinuity 24 has a thickness T24 extending between opposing faces 30 of the tread. Thickness T24 is measured perpendicular to the direction of depthwise extension of the lateral discontinuity 24, where the direction of depthwise extension, in this instance, extends in the direction of the tread thickness ⁇ 0 (that is, perpendicular to both the direction of the tread width and the direction of tread length).
  • the lateral discontinuity 24 of the shoulder rib in FIG. 2 has a narrower thickness T24 than the lateral discontinuity 24 shown in the intermediate rib in FIG. 3.
  • a lateral discontinuity 24 of a center rib 22C is shown, the lateral discontinuity 24 extending depthwise into the tread thickness T1 0 from an outer, ground-engaging side 12 of the tread 10, the lateral discontinuity 24 extending from a first terminal end 28A and to a second terminal end 28B within the tread thickness.
  • the lateral discontinuity 24 has a thickness T24 extending between opposing faces 30 of the tread. Thickness T24 is measured perpendicular to the direction of depthwise extension of the lateral discontinuity 24, where the direction of depthwise extension, in this instance, extends in the direction of the tread thickness T1 0 (that is, perpendicular to both the direction of the tread width and the direction of tread length).
  • the lateral discontinuity 24 of the shoulder rib in FIG. 2 has a narrower thickness T24 than the lateral discontinuity 24 shown in the center rib in FIG. 4. It can also be seen relatively between FIGS. 3 and 4 that the lateral discontinuity 24 of the intermediate rib in FIG. 3 has a narrower thickness T24 than the lateral discontinuity 24 shown in the center rib in FIG. 4.
  • an exemplary lateral discontinuity 24 extends depthwise into the tread along a linear path P24, where the depthwise extension is biased relative to the direction of the tread thickness ⁇ 0 by angle ⁇ .
  • angle ⁇ is positive, as it extends in the direction of intended tire rotation. Still, any positive or negative angle may be employed as desired.
  • path P24 extends through the depthwise extension midway across the thickness T24 and between opposing faces (sides) 30, so to form a midline through the depth of the lateral discontinuity.
  • the thickness T24 is constant along the depthwise extension, as opposing faces are also linear and equally spaced from the midline (path P24).
  • this constant thickness is shown to occur at a particular location along the length of the lateral discontinuity (as the figure depicts a cross-section of the tread at a particular lengthwise location), and therefore, it is understood that the constant thickness may remain constant along the length of the lateral discontinuity or the thickness may vary as the lateral discontinuity extends to different locations along the length. Still, it is contemplated that the thickness of any lateral discontinuity may vary as a lateral discontinuity extends in any direction.
  • the thickness T24 of a lateral discontinuity 24 is shown to vary along its depthwise extension within the tread thickness. The thickness T24 generally varies linearly, as each of the opposing faces 30 extend linearly within the tread thickness.
  • the thickness T24 of a lateral discontinuity 24 is shown to extend depthwise along a non-linear path P24. Both opposing faces 30 also extend along a non-linear path, and because the path each face 30 extends is not only non-linear, but is also spaced apart from the midline (the non-linear path P24), the thickness T24 remains constant through the depthwise extension. Multiple thickness references T24 are shown at various locations along the depthwise extension of the lateral discontinuity to reinforce the notion that the thickness T 2 4 is to be measured in a direction perpendicular to the path P 2 4 at any location along the depthwise extension of the lateral discontinuity 24.
  • each face may be linear or non-linear, or any combination thereof, such that the lateral discontinuity thickness remains constant or variable.
  • FIGS. 5-7 have been provided to show how thicknesses of lateral discontinuities are to be measured. The same principles are to be employed when measuring the thickness in any other plane or direction, such as along the length of each lateral discontinuity. It is appreciated that when any lateral discontinuity is a sipe, and when one or more voids are arranged along the length and/or depth of said sipe, where any such void is thicker than the lateral discontinuity, any such void forms a separate feature and the lateral discontinuity thickness is considered separate from any such void for the purposes of determining the lateral discontinuity thickness.
  • this may occur when a lateral sipe 24 is coupled to a submerged groove 42 to form a tear drop sipe or, with reference to FIG. 11, when a lateral sipe 24 is coupled to a plurality of grooves 40 extending depthwise into the tread thickness Tio from the outer, ground-engaging side 12.
  • the lateral discontinuity is a sipe configured to close during tire operation
  • the presence of any separate but coupled groove feature is generally inconsequential. This is because the contact between opposing faces occurs.
  • the sipe provides a minimum contact surface area between the opposing faces that comprises at least 20% of each face of the combined sipe and groove.
  • the thickness of any groove forming a distinct feature that is coupled to a sipe should be disregarded. This does not mean that a lateral discontinuity that forms a groove is not to be considered, as a lateral discontinuity may form a groove itself.
  • a lateral discontinuity includes any voids arranged along its length or depth, if the voids, in sum, do not consume more than 80% of the lateral discontinuity length or depth, or, as stated previously if 20% contact remains between the opposing faces forming the lateral discontinuity when the lateral discontinuity either closes during tire operation or when the sipe thickness is zero, all such voids are to be ignored when determining the lateral discontinuity thickness or average thickness. This is especially true when the lateral discontinuity is a sipe, but more broadly for any lateral discontinuity.
  • any such lateral discontinuity may extend partially across the width of a rib, and may or may not form a discontinuous lateral discontinuity that intermittently extends across the width of a rib.
  • any region or rib can vary.
  • FIG. 10 a variation of FIG. 1 is shown where lateral discontinuities 24 forming lateral grooves 24G are shown arranged in shoulder region Rs and in shoulder ribs 22S, where the lateral grooves 24G are spaced apart to form a larger block 26 containing a plurality of lateral discontinuities 24 forming sipes 24s-
  • the lateral sipe thicknesses are compared to other lateral discontinuities in any other region or rib, which may or may not also be arranged within a larger block defined by a pair of opposing lateral grooves.
  • the lateral grooves may not be included when calculating an average lateral discontinuity thickness for any region or rib, meaning, the average thickness would focus on the lateral discontinuities arranged within any tread element formed between any pair of lateral groove
  • a tread may include any number of ribs, but at least a pair of shoulder ribs and a center rib.
  • FIG. 8 a variation of the tread 10 of FIG. 1A is shown.
  • a tire tread 10 having six (6) ribs is shown, which include shoulder ribs 22S and intermediate ribs 221, but unlike the tread of FIG. 1A, which has a single center rib 22C, the tire tread 10 of FIG.
  • each center rib 22C located on opposite sides of the centerline CL and spaced apart from the centerline CL It is appreciated that each center rib 22C may be spaced apart from the centerline CL by the same distance (such as is exemplarily shown) or by different distances, which would render the tire tread asymmetrical about centerline CL.
  • a tread may include a plurality of tread elements that are not arranged in a rib.
  • a plurality of tread elements 26 are arranged along a segment 20 of a tread 10.
  • the tread elements 26 are separated by lateral discontinuities 24 and longitudinal grooves 21' that do not extend the full length Lio of the tread. Therefore, each array of tread elements 26 arranged adjacent each longitudinal groove 21' do not form a rib since the array of tread elements 26 does not extend the full length Lio of the tread due to each corresponding longitudinal groove 21' extending at an angle biased to the longitudinal direction Lio of the tread.
  • lateral discontinuities 24 of different thicknesses T24 are arranged between shoulder regions Rs, a center region Rc, and intermediate regions Ri.
  • one or more ribs may be included in any tread while other tread elements outside any of the one or more ribs may be associated with a shoulder or center region, or, if present, an intermediate region.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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Abstract

Des modes de réalisation de l'invention concernent une bande de roulement de pneu ayant une pluralité d'éléments de bande de roulement et une pluralité de discontinuités latérales agencées le long de la largeur de bande de roulement et de la longueur de bande de roulement, chacun de la pluralité d'éléments de bande de roulement étant espacé par l'une de la pluralité de discontinuités latérales. La largeur de bande de roulement est divisée en une pluralité de régions, la pluralité de régions comprenant : (1) une paire de régions les plus à l'extérieur, chaque région la plus à l'extérieur étant agencée la plus proche d'un côté parmi la paire de côtés latéraux opposés de la bande de roulement, et (2) au moins une région la plus centrale qui est agencée la plus proche de la ligne centrale longitudinale de la bande de roulement. Chacune des discontinuités latérales a une épaisseur, l'épaisseur d'une ou de plusieurs des discontinuités latérales agencées dans chacune des régions les plus à l'extérieur étant inférieure à l'épaisseur d'une ou de plusieurs des discontinuités latérales agencées dans la région la plus centrale.
PCT/US2016/064268 2016-11-30 2016-11-30 Discontinuités latérales ayant des épaisseurs augmentant de l'épaulement au centre de la bande de roulement de pneu WO2018101938A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
PCT/US2016/064268 WO2018101938A1 (fr) 2016-11-30 2016-11-30 Discontinuités latérales ayant des épaisseurs augmentant de l'épaulement au centre de la bande de roulement de pneu
EP17817573.3A EP3548310A1 (fr) 2016-11-30 2017-11-30 Discontinuités latérales ayant des épaisseurs augmentant de l'épaulement au centre de la bande de roulement
US16/465,413 US20200001656A1 (en) 2016-11-30 2017-11-30 Lateral discontinuities having thicknesses increasing from shoulder to center of tire tread
CN201780085158.5A CN110290935A (zh) 2016-11-30 2017-11-30 从轮胎胎面的肩部到中心厚度增加的横向不连续结构
PCT/US2017/063997 WO2018102576A1 (fr) 2016-11-30 2017-11-30 Discontinuités latérales ayant des épaisseurs augmentant de l'épaulement au centre de la bande de roulement

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PCT/US2016/064268 WO2018101938A1 (fr) 2016-11-30 2016-11-30 Discontinuités latérales ayant des épaisseurs augmentant de l'épaulement au centre de la bande de roulement de pneu

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PCT/US2017/063997 WO2018102576A1 (fr) 2016-11-30 2017-11-30 Discontinuités latérales ayant des épaisseurs augmentant de l'épaulement au centre de la bande de roulement

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FR3088246B3 (fr) * 2018-11-14 2020-10-30 Michelin & Cie Bande de roulement pour vehicule agricole
US20220009291A1 (en) * 2018-11-16 2022-01-13 Sefan VOSS Heavy truck tire with shoulder rib sipe arrangement
WO2021216041A1 (fr) * 2020-04-21 2021-10-28 Compagnie Generale Des Etablissements Michelin Pneu pour poids-lourd doté d'une lamelle de nervure d'épaulement avec pontage
JP7547870B2 (ja) * 2020-08-31 2024-09-10 住友ゴム工業株式会社 タイヤ

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WO2007028438A1 (fr) * 2005-09-08 2007-03-15 Continental Aktiengesellschaft Pneumatiques de vehicule comprenant des micro-entailles
WO2015080771A1 (fr) * 2013-11-26 2015-06-04 Compagnie Generale Des Etablissements Michelin Procédé de formation d'un pneu ayant une lamelle d'épaisseur nulle et pneu obtenu de cette manière

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JPS58199204A (ja) * 1982-05-12 1983-11-19 Bridgestone Corp 重荷重用空気入りラジアルタイヤ
JP4751070B2 (ja) * 2005-01-13 2011-08-17 株式会社ブリヂストン 空気入りタイヤ
JP5321093B2 (ja) * 2009-01-26 2013-10-23 横浜ゴム株式会社 空気入りタイヤ
US20110265926A1 (en) * 2010-04-28 2011-11-03 Societe De Technologie Michelin Tire tread for preventing irregular wear
JP5498466B2 (ja) * 2011-10-20 2014-05-21 住友ゴム工業株式会社 重荷重用タイヤ
JP5937996B2 (ja) * 2013-04-03 2016-06-22 住友ゴム工業株式会社 重荷重用空気入りタイヤ
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CN106232390B (zh) * 2014-04-22 2018-05-15 横滨橡胶株式会社 充气轮胎

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US4254811A (en) * 1977-01-25 1981-03-10 Compagnie Generale Des Etablissements Michelin Pneumatic tires
US20020144762A1 (en) * 2000-07-06 2002-10-10 Karl Peda Vehicle tire having sipes
WO2007028438A1 (fr) * 2005-09-08 2007-03-15 Continental Aktiengesellschaft Pneumatiques de vehicule comprenant des micro-entailles
WO2015080771A1 (fr) * 2013-11-26 2015-06-04 Compagnie Generale Des Etablissements Michelin Procédé de formation d'un pneu ayant une lamelle d'épaisseur nulle et pneu obtenu de cette manière

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US20200001656A1 (en) 2020-01-02
WO2018102576A1 (fr) 2018-06-07
EP3548310A1 (fr) 2019-10-09
CN110290935A (zh) 2019-09-27

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